Metal underframe for car construction.



W. c. GRBGG. METAL UNDEBPRAMB FOR CAR CONSTRUCTION.

APPLICATION FILED MAY 10, 1912.

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W. c.' GRBGG.

METAL UNDERFRAME POR GAR CONSTRUGTION.

APPLICATION FILED MAY 10, 1912. v

' Patented May 20, 1913.

Z SHEETS-SHEET 2.

"lill UNITED sTATEs PATENT oEEioE.

WILLIAM C. G-REGG, OF HACKENSACK, NEW JERSEY, ASSIGNOR TO THE GREGG COM- PANY, LIMITED, OF HACKENSACK, NEW JERSEY, A CORPORATION OF NEW YORK.

IVIETAL'UNDERFRAIVIE FOR CAR CONSTRUCTION.

Specification of Letters Patent.

Patented May 20, 1913.

Application led May 10, 1912. Serial No. 696,419.

To all 'whom t may concern Be it known that I, WILLIAM C. GREGG, a citizen of the United States, residing at Hackensack, in the countyfof Bergen and State of New Jersey, have invented certain new and useful Improvements in Metal Underframes for Car Construction; and I do declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters and figures of reference marked thereon, which form a part of this specification.

My invention relates kto under-frames for cars, particularly for cars of steel construction; and it has for its object to provide such an under-frame which will possess a high degree of strength to resist stresses occurring in use andV also be characterized by a degree of eiciency believed to be superior to constructions heretofore employed.

To the accomplishment of the foregoing and such other objects as may hereinafter appear, the invention consists in features hereinafter particularly described and then sought to be clearly defined by the claims, reference being had to the accompanying drawingsk forming a part hereof and inwhich:

Figure 1 is a plan view of a portion of an under-frame embodying my invention; Fig. 2 is a section on the line 2 2 of Fig. 1 to which is added parts constituting a center pin and centerbearing which may be employed in connection with the bolster construction of the under-frame; Fig. 3 is a sectionV on the line 3 3 of Fig. 1; Fig. 4 is a section on the line 4--4 of Fig. 1, Fig. 5 is a section on the line 5-5 of Fig. 1 and Fig. 6 is a perspective of the center I-beam and some of its attached parts.

In the specification and drawings reference will be made to the construction of one end of the under-frame as that will be suiiicient for an understanding of the construction of both ends of the under-frame as the features of invention will be the same at both ends of the under-frame, and a description of one will be sufficient for both.

In the drawings, the numerals 1 and 2 represent, respectively, the side and end metal bars of the under-frame, between which will be employed suitable brace bars or irons but as the same may be of any desired form and arrangement not constituting the present invention, an illustration of the same is not necessary.

The numeral 3 designates a center sill consisting of an I-bar extending longitudinally and centrally of the frame and terminating relatively near the two ends of the under-frame adjacent to the bolster construction, and at such points being reduced in depth by having a portion of the lower part of the I-bar out away as illustrated in the drawings. To the opposite sides of the I-bar or beam are bolted angle bars 4 which lie above the lower edge of ythe I-beam and extend through the bolster construction, terminating substantially at the edge of the top and bottom bolster plates, so as to carry the center sill construction practically through the bolster construction. Extending -through the bolster construction, from the inner edges of the top and bottom bolster plates, are two draft sills 5, formed preferably of channel bars, and running forward to the end bars of the frame so as to form an open space for the application of the draft gear and the coupler (not shown) ordinarily employed in car constructions of this general type. The bolster construction comprises transversely extending I-bar or beam members 6l which extend inwardly from the side bars of the frame and termi.- nate vnext to the draft sills 5 to which they are secured by angle plates 7 which are riveted to the bolster beams and to the draft sills. The draft sills 5 are connected to the angle bars 4, which constitute an extension of the center sill, by means of spacing plates 8 which are U-shaped or channel-shaped in Vcross-section and are riveted to the draft sills 5 and center sill angle bars 4, and also riveted Vto each other where they abut one against the other. Filling plates 9 are inserted between the web of thecenter sill and flanges of the spacing plates, and lrivets passed through iianges 'of the spacing plates and the filling plates aswell as the web of the'center sill. The top `bolster plate 1 0 is riveted to the flanges of the bolster beam and to the flanges of the center sill as well as to theflanges of the draft sills; and the bottom bolster plate 11 is riveted to the bottom flanges of the bolster beam as well as to the bottom flanges of the draft sills and to the flanges of the angle bars 4.

IVith the bolster and the center sill formed as described, and their parts together with the draft sills connected together as specified, the individual parts are tied to one another in a stable and compact form so that the maximum strength is obtained to resist stresses that may occur in the use of a car having its frame constructed as described. It is also to be observed that the individual parts composing the under-frame are made from structural ironV or steel .members so that the several parts may be readily fitted one to the other without requiring the parts to be specially formed for the purpose, the only alteration in the structural iron being in the cutting away of a portion of the center sill so as to permit the assemblage of the various parts as described, and thus the under-frame can be expeditiously made and its several parts so arranged in relation one to another and connected together as to form an under-frame of the most substantial construction and eiiiciency.

In connection withthe under-frame con- 'structed as described I may use a center bearing and a center pin comprising a body center plate 12,' riveted to the bottom bolster plate, and havingy its lower end vfitting withf in thetruck center bearing 13, there being employedv in connect-ion therewith a kingpinliwhich will be secured to the body center plate by a key 15 passing through the body center plate and theking-pin as illustrated, and which may be held inv place by a cotter pin passed through its end. be observed by constructing and applying the body center plate with the king-pin as described, the same are brought directly under the bolster construction and are attached to the bottom bolsterl plate, so that a very strong and simple and efficient construction is thus obtained.

I have illustrated-and described with particularity the preferred special details of It will construction but it is obvious that variations may be made in some of the details and yet essential features of the invention retained so as to be embraced within the scope of the invention as defined by the appended claims.

Having described my invention and set forth its merits what I claim is:

1. A metal underframe for car construction, comprising an I-beam center-sill, a bolster, L-shaped bars attached to the sides of the center-sill and entering the bolster, draft-sills parallel with and extending beyond the center-sill and its attached bars, and spacing members connecting the draftsills with the center-sill and its attached bars.

2. A metal under-frame for car construction, comprising an I-beam center-sill having its lower portion at the ends cut-away to reduce its depth, a bolster, L-shaped bars attached to the sides of the I-beam to continue the I-beam construction within the bolster, bottom and top bolster plates, and means connecting the top flanges of the I center-sill and the bottom flanges of the L- `bars to the bolster plates.

3. A metal under-frame for car construction, comprising an I-beam center-sill, a bolster, L-shapd bars attached to the sides of the center silland enteringV the bolster, draft-sills parallel with and extending beyond the center-sill and its attached bars, spacing members connecting the draft-sills with the center-sill and its attached bars, topnand bottom bolster-plates, and means connecting said plates to the draft-sills and to the top flanges of the-center-sill and bottom fianges of theL-shaped bars.

In testimony whereof I aiiiX my signature in presence of two witnesses. y

WILLIAM C. GREGG.

Vitnesses:

ELMER C. GRIHLEY, MARY F. DoLAN.

Copies of this patent may be obtained for ve cents each, by addressing* the Commissioner of Patents, .Washington, D. C. 

